Draw and buffer gear for railway vehicles and the like



M. ALMA ET AL DRAW AND BUFFER GEAR FOR RAILWAY VEHICLES AND THE LIKEFiled Nov. 3, 1925 uw Y 1% m11 11 AQ w \Am w SQ S1 11 SQA A m, 1.1 1:,11 11 1.; 1% f 1 wm a, m Nm m N11 N mm. Nk N Qw W MW. (M /uam MS w 1N NN.Q1

Dec. 2

Patented Dect. 2l., i926. i i' i i la MAXIMLIAN ALTEA AND CARL EGONALLE/IA'. QF TEHNA, ASTRA.

:DRAW AND BFFER GEAR FOR RALLAY AND Tlf-IE LEE.

Application filed November 3, 1925,.Seria1`l\o. 68,581. in .austriaAugust 1825.

The invention has reference to an imand on the qualities and initialtensions'ot` provement of the draw and buffer gear tor the springs sothat the said opposite drawrailway vehicles of the kind extending trombar halt instantaneously acts on the draw one car end to the other andcomprising and Vbuffer gear ot the neighbouring car. 60 5 two sectionsthat are longitudinally disrShe accompanying drawing shows in placeableand are connected to each other Figs. l and 2 theY central part ot theby arcentral portion. so that both sections mechanism.

can move in a certain degree to and from rlhe draft and butter rods 32which are each other; the construction being so as to siown in thedrawings only in part, are 65 permit the said sections oi abutting upona taclied to the shafts et the coupling heads movement towards eachother. According a the ends of the car in any appropriate to thisinvention not only, springs are pron anner.

vided that act on the underframe upon traC- g, 7L, i., Z are ledges,cross girders, abut-- tive efforts or butling thrusts, but also ment-sor sleeves lirmly connected to the un- 70 springs that act trom eithersection ot the dert'rame. 109, S4 10G, 103, 9% are sleeves dra-w andbuffer gear on the other. l-cyed onithe rod 3.,. is a sleeve, which Theimprovement consists in the :tollowis either mounted on the rod 32 orkept on ing arrangement: the latter by the sleeve 911.

A special connection between both sec- The sleeves 50 and 94- rnay bemade in one 75 -0 tions is provided so as to cause also tractive piece;53 is a sleeve, provided with an air eiiorts-just as impact forces-to betransoutlet hole and irmly screwed on the rod Y mitted from either partot draw-bar to the 32; it causes the rods 82 to push against other underthe action of the same springs each other with a larger Contact tace inthe as upon shocks. case ,ot heavy mutual shocks. The sleeves rlhesprings acting from one section on 53, 50 and 9i can be made in onepiece it the other may be provided only onone end desired. oit' thecentral connectingA member. The 34 and 39 are springs abutting againstthe other end ot this member .may be iirmly under'trame; they will beeilicient either connected to the draw-bar half extendingsimultaneouslyor successively7 according to 85 into this end of the connecting`member. whether or not there is a clearance at either The middleconnecting member 4in this case ot them between the working` sleeves andthe takes part in ,the motions of one draw-bar spring seats. I half,whilst it is movable relatively to the 33, 35, 38, 40. 100, 49 are seatstor the other half, just as is that draw-bar halt to springs anoconsists of plates.; 93 is the main 90 an., (A.

which it is firmly connected; thereby springs sleeve connecting bothdraw-bars and 101, are dispensed with without an appreciable 101 areconnecting rods between two plates7 change in operation. l00 and 1,00,the latter being slideable on Also this mode of construction enablesthese connecting rods towards each other all drawing and builingstresses exceeding but are prevented from. moving asunder by 95 40 acertain amount which result from the the nuts 102. rllhe plate i9 isdisplaceable` compression of springs to be transmitted relatively toplate 100. centrally by `means ot the middle connectln Fig. l the middleparts are symmeting member situated in the longitudinal axis ricallyarranged whilst in Fig. 2 the spring ot the car, or directly by thedraw-bar el-S with its connected parts is provided only 45 halves,abutting in the longitudinal axis of at one end of the main sleeve 93.

rthe car. Y As to the mode of construction accordingl Moreover theconstruction is such, that by toFi l upon shock from one end the springmeans ot' the springs situated near the cen- 39 and immediatelythereafter the spring tral connecting member-*the said springs ot thelirst car-halt is pressed against the 50 are not supported against anyparts of the abutments j] and 7a; moreover, instantly at underframe butvare bodily slideable together the beginning ci the shock the sleeve 103with .the draft gear-upon the occurrence of presses on spring 48 bymeans oit plate 100,

a tractive or buliing effect at either car end spring i8 in its turnupon main sleeve 5 5 alsok the opposite draw-bar half is moved by meansot platefr)7 iinally the main sleeve 110 7 intoy or out ot' the car to acertain degree 93 presses on springtS or the second car dependent uponthe tension or impact force section by means ot plate 49. The spring thesecond car section depends upon the' energy of shock and on theelasticity and initial tension of the springs.

Upon `shocks at both car ends the springs 39 and 34 in both car sectionsare pre against their abutments y' and /ly rcspectiv and both springs 13agaii the central main sleeve 93. Should the shock be so heavy thatafter being overcome the spring resistance the ends of the bars abutagainst each other, the impact iorces, inasmuch as they surpass theamount given by the spring resistance are imparted directly andcentrally from one rod 32 to the other.

Upon pull aty one car end the spring 30 and a little later the spring 3iol the first Car Section vis pressed against alan-ments i, and yrespectively; additionally in the bcginning of the operation the sleeve50 keyed on rod 32 presses by means of spring seat 49 aga-inst Sprinef118, the latter in turn pressing against spring seat 100. This springSeat'pulls `by means of the nuts 102 and the rods 101 vagainst plate 100ot the second car section and this plate presses against spring 48 `inthis section of the car. rlhe spring 13 presses by means of spring scatL19 against sleeve 50 in the second car section se as to ul-l the rod 32of the latter by sleeve 50 mto the car. Thereby the spring 39 ogt the`second car section is pressed against abutment j, and, a little laterthe spring 34 against abutment i.

The amount of displacement of the second rod 32 depends upon the torceot puh and on the qualities and initial tension of the springs.

Upon the occurrence of pull at both car ends the springs 39 and 34 inboth car sections are pressed against the' abutments and g respectivelyand both springs L18 by the'sleeves 50 and their spring seats 419 arepressed against the spring plates 100` which ecause of the nuts 102 andthe rods 101, cannot move asunder so that the springs 4S are compressedbetween the plates 100 and 49. If the pull is so strong, that thesleeves 94 keyed on rods 32 after `having overcome the resistance ofspring abut on the thickened ends of the main sleeve 93, the tensileforces, inasmuch as they surpass the amount given by the resistance `ofspring, are trans- .mitted centrally from one rod 32 to the other vbythe main sleeve 93.

The maximum path of a rod upon pull or shock is given by the distancebetween the sleeves 103 kor 106 respectively from the ledge 1 or othersuitable abutment. It is convenient that this path be considerablylarger than half the distance that both drawrods 32 can move to or fromeach other.

In the modification, Fig. 2, the spring 48, the spring seats 100 and 119are only on one rod 32, which is slidable with respect to the connectingsleeve 93, upon shock and draft. The connecting sleeve 93 is connectedto the other rod 32 by the sleeves 110 and 112 secured thereon, orotherwise, or the plate 111 that lies 'against the connecting sleeve maybe secured to its rod 32 `in `another lmanner so that it does not moveon this rod. The plate 100 is so connected to the plate 111 by the parts101 and 102 that said plates 100 and 111 can move toward one another,while their separation 'is prevented by the nuts 102. The movement apartoti both rods 32 is limited by the connecting member 93, by which heavydraft at both ends of the `car is transmitted from one rod 32 to theother after overcoming the resistance of the springs.

Upon shock from both sides the ends of both rods 32 will abut afterhaving overcome the resistance of springs. The play of one rod 3,2 uponpull is given by the distance between sleeve 112 and the neighbouringledge 1.

The rest of the arrangement is just the same as in Fig. 1, the operationbeing `likewise a similar one.

In the modefogt construction according to l? 1. and 2 the springs 34, 39lying against the underframe can be provided by any desired number ofsprings.

In the mode of construction according to Figs. 1 and 2 the arrangementfor convenience may be so chosen, that the springs 34, 39 situatedbetween parts of the draw and butter gear and parts of the under-frameare provided but in one half of car, if desired in a plurality of setsof springs and the draw and butler rod 32 of the other car half remainswithout any springs lying against the underl'rame. Upon actions on lthisdraw and butter rod the springs 34, 39 lying against the underframe arethen indirectly pressed against the respectiveledges of the underframeby the aid of the moving end sleeve 93 and of the spring 48.

Forpreinforcing the spring mechanism in lieu ot' one spring 48 orbesides this spring two parallel springs may be provided at the end ofmain sleeve 93, for example on the rods 101 in the clearance between theplates 100 and 49.

Y Further it may be convenient under certain circumstances to carry outthe construction in such a Way that first one or several of' the springslying against the undertrame are under strain and only alittle later thespring 48. In order to accomplish this condition it will besuilicient-upon impact force-if a little clearance is provided in theposition of rest between sleeve 103 and plate 100 or if the sleeve 50extends a little from the main sleeve 93 when in the position of rest.In order to accomplish the said condition upon pull action a smallclearance between the nuts 102 and plate 100 may be provided or asimilar arrangement be chosen.

That we claim is: 4

1. In a draft mechanism for railway vehicles of the lind extending fromone car end to the other; a draw-gear comprising two alined draw-barsections, means connecting the adjacent ends of said sections whilepermitting limited movement toward and from one another, theconstruction being such as to enable the said sections to abut uponshocks, one or more springs on the draw gear at the ends of saidconnecting means so that upon shocks the springs act thereon, springseats in both sections between which said springs are located, means atthe end of each draw-bar section and acting on the aforementionedsprings, when the draw-bar section is under draft, con- Vtrivances forconnecting the spring seats of both sections that are spaced from thesaid connecting means to transmit draft from one section to the other,and springs on the draft mechanism which upon draw and buffer actionswill be pressed against parts of the under frame.

2. In a draft mechanism for railway ven hicles of the kind extendingfrom one car end to the other, a draw gear comprising two alineddraw-bar sections, means connecting said sections and permitting limiteddisplacement of one section relatively to the other, the amount ofdisplacement upon shocks being sufficient to enable both sections toabut, means on one of said sections to prevent it from being moved intothe connecting means upon shock, one or more springs on the othersection at one end of the connecting` means to transmit shocks from onesection to the other, a seat for said springs at the end of saidconnecting means, and a seat for the opposite end of said springs, whichseats are movable toward each other, and springs on the draw gear whichupon the draw and buer actions will bepressed against parts of the underframe.

3. In a draft mechanism for railway vehicles of the kind extending fromone car end to the other; a drawing-gear comprising two alined draw-barsections, means connecting said sections and permitting limited movementof the sections to and from each other, means on one of said sections toprevent it from moving into said connecting means, one or more springson the other draw-bar section at one end of said connecting means totransmit shocks from one sect-ion to the other; a seat for said springsat the end of said connecting means, and a seat for the opposite end ofsaid sprinos, said seats movable toward one another, means to connectthe latter spring seat to the other draw-bar section to hold said seat,upon draft, stationary with respect to the latter section to transmitdraft from one section to the other by means of said springs, wherebyupon heavy draft the movement apart of the two draw-bar sections islimited by said first means and springs connecting the draft mechanismto the car frame.

In testimony that we claim the foregoing as our invention, we havesigned our names.

MAXIMILIAN ALMA. CARL EGON ALMA.

